Transmission and controlling geabing



E. T. SILVIUS.

TRANSMISSION AND CONTROLLING GEARING.

APPLICATION. TLLD NOV-10,1917. 4

Patented Nov. 30, 1920.

4 SHEETS-SHEET 1.

' INVENTOR:

WITNESSES:

Q6. ,52/ YUM/$11441.

E. T. SILVIUS.

TRANSMISSION AND CONTROLLING GEARING.

APPLICATION FILED NOV- IO. 1917- Patented Nov. 30, 1920.

4 SHEETS-SHEET 2.

INVENTOR:

INI/E/VTOH:

4 SHEETSSHEET 3 Patented Nov. 30, 1920.

E. T. SILVIUS.

TRANSMISSION AND CONTROLLING GEARING.

APPLICATION FILED NOV- 10. I917.

Fig.

MIA/8858.-

APPLICATION FILED NOV. 10. I917.

Patented Nov. 30, 1920.

4 SHEETS-SHEET 4.

INVENTOH;

WITNESSES:

ELLIS T. srLvrUs, or rnn-inivaronis,

INDIANA.-

TRANSMISSION Ann CONTROLLING GEARING.

Specification of Letters Eatent.

Patented Nov. 30,1920

Application filed'November 10,;1917. Serial No. 201,228. a

To all whom it may concern V I 'Be it known that .I, ELLrs T. SILvIUS, a citizen of the United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented a new and useful Improvement in Transmission and Controlling Gearing, of which the following is a specification, reference being had tothe accompanying drawings and to theletters and figures of reference marked thereon.

This invention relates to transmission gearing or mechanism of the type that is capable of reversibly transmitting powerv motion from a rotary driving shaft to a rotary driven shaft, as from the crank shaft of an explosion engine to the propeller shaft of an automobile, motor truck or motor boat, and at gradually varying speed relatively to the driving or crank shaft, the invention having reference more particularly to transmission mechanism of the above-mentioned character which includes toothed gear wheels that are constantly in engagement to con-, stitute a continuous train of wheels from the driving shaft to the driven shaft, and, the invention relates also to controlling means for the transmission gearing or mecha nism. to improvements in and modifications of the transmission and controlling gearing described in my prior application for Letters Patent filed February 14, 1916, Serial Num ber T8251, the present application for Let; ters Patent being a continuation of said prior application in so fares-the subject-matter is common to both applications.

An object of the invention is to provide a powerful reversing transmission'mechanism of the gradual-change type, and improved controlling means therefor to be controlled by a single primary controller, for insuring gradual but prompt changes of speed and reversing of direction'of trans mitted motion, quietly and without risl: of

injury to the mechanism. 1 I

Another object is to provide a secondary control for reversing variable-speed; gea ring of the above-mentioned character, to permit temporary reduction of speed orstopping of the propeller shaft while the driving shaft continues at full speed, without altering the set position of the primary controller comprised in the controlling means, more especially when the transmission gearing is set for forward motionoperation.

Another object is to provide a reversing The invention, relates also further transmission gearing having improved gears and compact arrangement thereof which shall be simple and eflicient in operation. and particularly to provide improved means for gradually retarding or stopping rotation of certain of the gears to elfect transmission or mot on and changes oftrarsmitted speed, and without causing shocks or jarrin in operation. h

Another object. is to provide improved means whereby to enable an operator by means of a single primary controller to simply control forward-motion and reverse-motion controlling means of gradual-change reversing and speed-changing transmission gearing or mechanism, and further to provide an improved primary controller and appurtenances thereof.

A further object is to provide improved means for automatically controlling a brake, by n eansof a primary controller of a transmission mechanism of the above-mentioned character, to fully or partially apply the brake when the propeller shaft is disconnected from the. driving shaft, or to release the brake to permit operation of thepropeller shaft.

A still further object is to provide improved reversing transmission gearing of the gradual-change type which may be constructed of simple and inexpensive forms of gears and appliances, and which shall be so constructed as to permit improved controlling means to be applied thereto. Vlhth the above-mentioned and other obects in View, the invention consists in improved gears and in' a novel arrangement thereof. in novel means for effecting useful operation and control of the gears, in improved means for graduating the operation of the gears, and in an improved brake controller, in reversing speed-changing and controlling gearing; and, the invention consists also further in the novel parts or features, and in the combinations and arrangements tiereof, as hereinafter particularly described and further defined in the appended claims. I

Referring to the drawings for a full and clear understanding of the invention-- Figure l is a fragmentary longitudinal central section of an automobile and the improved transmission and controlling gearing represented in side elevation in connection therewith.

Fig. 2 is a perspective View of a device which is preferably comprised in means whereby to disconnect the propeller shaft from the driving shaft Withoutchanging the position of the. graduating-primary 'controller. V

Fig. 3 is a fragmentary transverse section of the automobile and a front elevation of the improved gear mounting.

' 4 is a perspective view of "one of the elements of the improved brake controlling means as preferably constructed.

Fig. 5 is a perspective view of another one of the elements of the improved brake controller illustrated. 7

Fig. 6 is a fragmentary top plan of the automobile and the improved gear set.

Fig. 7 is a vertical central section of the improved transmission gearing and its gear case on the line VII-A II on Fig. 3.

Fig. 8 is a perspective view of an improved form of shitting-link or device pertaining to the prime controller provided for operatively connecting the forward 1notion control device and the reverse motion control device together for rapidly and smoothly changing the speed and reversing the direction of motion of the driven element or propeller shaft relatively to the driving shaft.

Fig. 9 is a perspective view of one of the improved levers comprised in the improved speed changing mechanism.

Fig. 10 is a vertical central section of the gear case and the transmission gearing in elevation and partially broken away.

, Fig. 11 is a fragmentary sectional elevation'approximately on theline XI-XI on Fig. 7

Fig. 12 is a sectional elevation approximately on the line XII-Jillon Fig. 10.

. Fig. 13 is a sectional elevation approximately on theline XIII-Gilli on Fig. 7, portions being broken away.

Fig. 1 1 is a perspective view of the improved driven gear wheel as preferably constructed, the wheel being partially broken away to show a portion thereof in cross section.

Fig. 15 is a perspective view of an improved adjuster-head comprised in the gear- 111g.

Fig. 16 is a perspective view of associated elements whereby to make operative connection between the forward motion control and the shifting linkor device.

Fig. 17 is a sectional elevation, in which parts are broken away, approximately on the line XVII-XVII on Fig. 7.

Fig. 18 is a perspective view of a novel gear-controlling device constituting a part of the improved gearing.

Fig. 19 is a perspective view of connected devices forming portions of the reverse control means.

Fig. 20 is a central section showing the principal-l e lements of the transmission gearing in assembled relation.

Fig. 21 is an elevation of the transmission gearing, minus the adjuster-head, as on the line XIII-QUE of Fig. 7.

Fig. 22 is a perspective view of one of the devices of the improved gearing detached therefrom, and

Fig. 23 is a fragmentary elevation of assembled parts reproduced from Fig. 21.

On the various figures of the drawings, similar reference characters indicate corre spond-ing parts or features of construction throughout the difierent views and herein referred to in detail. 7

The improved gearing being especially useful inmotor vehicles for simple and safe control thereof, is illustrated and described in connect-ion with an automobile which is shown only to the extent necessary to an understanding-of the application of the invention thereto, features of the automobile structure comprising side rails 1 and 2 and portions of the automobile body, an explosion engine 3 including its crank-shaft a, which in the present case has an extension 5 provided with a flexible coupling 6, a floor T which has an inclined portion 8, and a seat 9.

The improved transmission gearing has a suitable gear case which comprises a lower or-main part 10 and a top or cap 11 suitably secured together. The gear case is suitably secured to the frame of the vehicle and rotatab'ly supports a drivi-ngshatt section 12 which is connected to the flexible coupling 6 or other-wise to constitute an extension of the crank-shaft of the engine; the gear case rotatably supporting also driven-shaft 13 in al-ine-ment with the driving-shaft 12, the driven-shaft being adapted to constitute a portion of the well-known propeller shaft of the vehicle. The gear case is adapted tor retaining lubricating oil for the transmission gearing and movable appliances arranged in the gear case. The driving-shaft and the driven-shaft have suitable guiding connection each with the other. A small external driving-wheel 14 is firmly secured to the driving-shaft 12 and in roximity thereto an internal gear-wheel or driven-wheel 15 is firmly secured .to the driven-shaft 13, the driven-wheel being considerably greater in diameter than the driving-wheel for gaining power in operation. An improved gear frame 16 is provided and arranged in the gear case adjacent to the driving-wheel and rotatably supported, preferably on the driving-shaft 12,, the rotation of the frame being control lahle. A suitable number of planetary gears for connecting the driven-wheel with the driving-wheel are mounted on the gear frame, in the present case two being illustrated,1tlie gear frame being provided with two axles or-stub-shatts 17 and 17 on which the gears are respectively mounted rotatapinion 19, the other comprising a large Wheel or pinion 18 and a relatively smaller wheel or p1n1on 19', the larger'pinlons or portlons of the gears being in engagement with the driving-wheel 14 and the smaller pinionsor portions in engagement with the driven-wheel. The wheels and gears or pinions are of the spur-tooth type, this term being intended to include also spiral-tooth gears in common use. Preferably the arrangement is such that the driving-wheel 14k is located between the driven-wheel l5 and the gear-frame 16. Suitable provision is made for controlling the rotation of the connecting planetary gears or stopping rotation of the gears ontheir axes, and for this purpose the gear frame 16 preferably is pro vided with a suitableannular guide'or' hearing 20 on which is rotatably mounted a controlling device or gear 21 which as shown is annular in form and has a suitable bearing or guide portion 22 that is rotatably arranged on the guide or hearing 20,the device having internal gear teeth 23 so as to constitute an internal gear wheel to rotate about the axis of the driving-wheel, the arrangement described for guiding the controlling gear being preferred, and thusarranged the teeth 23 mesh with the teeth of the larger pinions or portions 18 and 18 to control the rotation of the planetary gears. The controlling gear 21 has a broad peripheral frictioncontact face 24 whereby'to control the controlling gear. The gear frame 16 has also a peripheral friction-contact. face 25- retarding 1 device or brake shoe 31 or 31 being pivotally connected to each lever between the ends thereof, each device or shoe being provided with pivot ears 32, 32

whereby to effect the connection and enable the lever to carry and steadily guide the device or shoe. The controlling gear 21 is retained in place preferably by means of a guide plate 33 which is arranged between the gear frame and the controllable plane-- tary gears and secured to the frame.

adjusting levers have controlled portions 34 The and 3i on their opposite ends respectively, the outer face of each portion being convex, the inner side having transverse groove 35, 35 respectively, as preferably constructed. A spring ring 36 is arranged in the grooves and adapted to yieldingly force the levers outward to hold the shoes away from the controlling gear when the machinery is at rest, centrifugal force -being sufhcrent for the purpose when the machinery is in operation. The ring 36 is non-continuous and one end thereof has a guide sleeve 37 secured thereto that loosely receives the opposite end of the ring. For the purpose of forcing the levers inward an adjuster-head is provided which as shown comprises a sleeve 38 loosely arranged to slide or to rotate on the driven shaft 13, a web 39 extending from the sleeve and a flange 40 extending flaringly from the web and engaging the convex end portions of the levers 30, 30, so that when the adjuster-head is moved toward the controlling gear the flange 10, acting as a hollow cone or wedge device sliding on the lever portions, graduatedly force the levers inward 'and consequently force the friction-contact devices'or brake shoes against the'face 24: to.

control the controlling gear. -The sleeve 38 has a collar ll thereon with which a shifting fork 4-2 is operatively connected so as to operate and control the adjustenhead, the fork having an arm 43 which is rigidly secured to a rock-shaft H suitably mounted in the gear856 below the driven-shaft. The

rock-shaft has a controlling arm 45 rigidly 'shaft 49 suitably mounted in the gear case and having arms 50 and 51 thereon that are connected with the end portions of the band, so that when the shaft is turned in one direction the band is contracted diametrically and'is expanded when the shaft is turned in the opposite direction, the shaft havlng a controlling arm 52 rigid thereon that is provided with a wristpin for its control; so that in case the band at? is contracted with sufiicient forcethejgear frame 16is practically locked stationarily to'the gear case but may be permitted to rotate at different speeds when the band is'graduatedly slackened or expanded. t will be observed that the rock-shaft i4 is arranged transversely and the rock-shaft 4C9 longitudinally in the gear case and so as to bring the controlling arms 45 and 52 in proximity'each to the other. an improved shifting-link or cam devic is provided which is rigidly secured to a rock-shaft 5d and comprises a head 55 hav inga cam groove 56 in one side thereof receiving the wrist pin 16, and having also a convex peripheral portion 57 that is curved concentrically to the axis of rotation of the head and has a cam groove 58 therein that receives'the wrist pin 53. The cam grooves 56 and 58 are so-designed as to hold one of the controlling arms inactively while the other is being operated, so that the forward motion and. reverse motion controlling devices are synchronously controlled. The shifting-link is .in turn operated and controlled by means of a primary controlling lever, or moredirectly in the present case by means of an arm 59 rigidly secured to the rock-shaft 54!, the rock-shaft extending through the wall of the gear case and the arm being located outside the gear case. A tumbling-shaft 60 is suitably mounted below the crank shaft extension and supported by the frame rails 1 and 2 of the vehicle so as to be forward of the gear case and,

parallel with respect to the rock-shaft 5i, and the primary controlling lever 61 is rigidly secured to the tumbling-shaft and extends upward through the floor '7 adjacent to a toothed quadrant 652 secured to the floor. The lever rotatably supports a short shaft 83 to which is secured a small pinion 6 1 that is in engagement with the quadrant or rack-bar, a larger pinion or toothed gear wheel 65 being secured to the shaft and engaged by a latch 66 mounted onthe lever and provided with a finger lever 67 for its control. An arm 68 is secured to the tumbling-shaft 60 and constitutes practically a separate portion of the lever 61 at a suitable distance therefrom, because of the lever being arranged adjacent to the driving-shaft or centrally in the automobile body, and the arm has an inclined slot 69 therein. A reach rod 70 is pivoted to the arm'59 and has a jaw 71 thereon which is provided with a wrist pin 72 that extends through the slot 69, so that when the wrist pin is moved upward in the slot the reach rod is moved rearward, the wrist pin normally resting in the bottom or most forward portion of the slot. Another tumbling-shaft 73 is rotatably supported also by the vehicle frame forward of. the tumbling-shaft 60 and has an arm 74 rigidly secured thereto and extending rearwardly, a lifting link 5 being pivoted to the arm and connected with the wrist pin '72 for controlling the position of the jaw 71. A foot-lever 76 is secured also to the tumbling-shaft and extends upward through the inclined portion 8 of the floor, a spring 77 being suitably anchored to the vehicle frame and connected with the foot-lever so as to retract the latter and cause the wrist pin T2 to be brought to and held in its normal position. Thus, when the lever 61 is moved forward to adjust the gearing for forward drive, the toot-lever may be operated to cause the propeller-shaft to be disconnected from the'driving-shaft without disturbing the adjustment of the primary controlling lever, w ich may be convenient for the driver to permit the vehicle to slowdown when approaching a bad portion ofthe roadway without removing his hands from the steering wheel to manipulate the primary controlling lever. llormally the lever 61 is set in mid-position when the gearing is adjusted so as to prevent the driving-shaft from actuating the driven-shaft.

For the purpose of insuring automatic application of the vehicle brake when the controlling lever 61 is in mid-position, a cam arm 78 is pivotally connected at one end to the rock-shaft T3 and has a brake rod 79 pivotally connected to its opposite end, the rod being connected with an arm 80 supported on a pivot 81 and having a brakeshoe S2 to operate on a brake-drum- 88, the brake device being symbolically shown and obviously may be variously constructed and arranged. The cam arm 78 has a cam projection 84c on its rear side, and an arm 85 is rigidly secured to the tumbling-shaft 60 and provided with a roller 86 to engage the cam rojection for causing the bralre'to be applied, the brake being released at the required times by means of a spring 87 suitably supported and connected with the brake rod 79.

In some cases a casing band 88 is provided for preventing excessive splashing or whipping of the lubricating oil in the gear casing and is arranged about the shoes 31 and 31 outsioe of their operating levers, the band having a supporting web 89 pro vided with a base flange 90 which is secured to the gear frame.

In some cases a gear wheel 91 is secured to the driving-shaft 12 within the case, a short shaft 92 being rotatably mounted in the wall of the gen" case and having a pinion 93 secured to its inner end in mesh with the gear wheel, and a pinion 94 secured to its outer end to be suitablv driven by an electrical starter, as in common practice. 7

in practical use, the operation and direction of motion may be controlled and the brake apparatus, automatically controlled by means of the primary controller lever 61, so that the control of the movement of the vehicle, with which the invention is provided, is simplified but, under certain oonditions, the trained operator may conveniently use the foot-lever 7 6 to cut out or disconnect the engine fromthefdrive gearing i been started, in order to start the vehicle forward, the lever 61 is moved forwarda short distance to cause forward movement ofthe shifting link which, without moving the "arm 52', causes the arm 45 to be moved, resulting in the brake-shoes 31 mounted on the gear" frame being applied with some force to the contact surface 24 of.

the controlling gear 21with the result that the controlling gear, in engagement with the planetary gears or. pinio'nsyr'etards the rate of rotation of the latter which previously have been freely rotating on their axes because of their connection with the rotating driving wheel 14,,the gear frame 16 being compelled to rotate while the gear portions 19 run in connection. with the driven-wheel 15. \Vhen the frictional resistance on the controlling gear issuflicient to overcome theresistance of thevehicle on the ground the driven-wheel-l5 is compelled to rotate slowly at first and cause movement of the'vehicle, after which greater pressure may I be applied, to obtain higherv speed, by moving the lever 61 fartherv forward and latching it so'that thehigher speedmay be maintained. On movementof the lever forward with suflicientforce to further retard the movement of the controlling gear 21 relatively to the: gear frame until the controlling: gearis; practically locked to the gear frame and the relative movementof the controlling gear is stopped, the rotation of the controllable gears is stopped, with the result-that the gears serve as connecting dogs between the driving-wheel 14 and the driven-wheel 15,thedriven-shaft then being rotated at thespeed of the driving-shaft, straight drive being thus effected. In case it is desired that the vehicle speed bereduced or stopped temporarily, the foot lever 76 may beoperated so as to release the strain more or less on theconnecting rod 70 to lessen the pressure of theretardlng device 31, the pressure being varled, however,

by manipulation of the foot-lever so that I various speeds may be maintained on differing road grades. hen the foot-leveris released it is retracted by. the spring 77 which causes the pin 72 to be returned to its normal position, after which the higher speed will be regained When it is desired to stop the vehicle and prevent its movement the lever 61 is returned to its mid-positionwith the result that the'arm 85,'acting on the cam projection 84, will cause the vehicle brakes to be applied. The lever 61 maybe moved slightly forward or rearward from its mid- 1 position so as to release the brakes without causing sufficient readjustment of thetransarm 45 is not moved by the shifting-link the iciently to slowly startthe vehicle backward.

mission gearing devices to enable the engine to start the vehicle. If it be desired to start the vehicle backward, the lever 61 is moved The speed may be increased either by'movingthe lever 61 farther backward or by leaving the lever in latched position and pressing on the foot-lever 76, gradual release of the foot-lever causing reduction of speed. While the brake-shoes31- are carried and primarily guided by their operating levers the shoes are more firmly guided by the guide. projections 28 and 29, so that uniform action of the shoes under pressure is insured.

Having thus described the invention, what is claimed as new is 1. Transmission gearing including a driv ing-wheel, a driven-wheel, and rot atably supported toothed gears connected with the driving-wheel and. the driven-wheel and provided with graduated controlling means connected with theteeth of the gears to stop rotation of the gears. I I I I 2. Transmission gearing including a driving-wheel,a driven-wheel, a rotatable'gear frame, controllable gears rotatable on the frame in connectionwith the driving wheel and the driven-wheel, rand a controlling gear '100 .rotatably supported .by the gear frame in connection with. all the controllable gears.

. 3. Transmissiongearing including a controllable gear to stop rotation of the controllable gear. v

5. Transmission and controlling gearing1 including a driving-wheel, a driven-wheel, rotatably supported toothed gears connected with the driving-wheel and the drivenwh'eel, graduatedly-fcontrollable controlling means for the gears connected with the teeth 12 thereof to graduatedly control the rate of rotation of the gears, and means for grad uatedly controllingthe controlling means;-

6. Transmission gearing including a driving-wheeha driven-wheel, a rotatable gear 130 frame, controllable gears rotatably mounted trolling gear rotatable on the gear frame 7 and engaging the controllable gears, and means cooperating with the gear frame for controlling the rotation of the controlling gear relatively-to the frame;

7. Transmission gearing including a toothed driving-wheel, a toothed drivenwheel, a rotatable gear frame, and a toothed controllable gear rotatable on the gear frame in engagement with the driving-wheel and the driven-wheel and provided with means adjustably mounted on the gear frame and adapted to cooperate with the teeth of the controllable'gear'to control or stop rotation ofthe gear. a 7

v8. Transmission gearing including a driving-wheel, adriven-wheel, a rotatable gear frame having a controllable gear and a controlling gear rotatably mounted thereon, the controllable gear having engagement with the driving-wheel and the drivenwheel and also with the controlling gear, andine ans adjustably mounted on the gear frame for controlling the rotation of the 'controllinggear relatively'to the gear frame.

9.-Transmission gearing including a rotatable gear frame, a driven-wheel, a driving-wheel arranged between the gear frame and the driveirwheeh-a controllable gear ro tatable on the gear frame in connection with the drivin wheel and the driven-wheel, a graduatedlycontrollable controlling gear rotatab'lysupported in connection with the controllable gear, and means for g "aduatedly controlling the controlling gear.

10. Transmissiongearing including a rotary driving-wheel, a rotary drivenwheel, a rotatable gear frame, a controllable gear rotatableon the gear frame in connection with the drivingwheel and the drivenwheel, and .graduatedly-controlled controlling means guided by the gear frame including an element having constant connection with the controllable gear to graduatedly retard or to stop rotation of the gear.

11. Transmission gearing including a rotary driving-wheel, a rotary drivennvheel, Sand a controllable gear provided with a ro- 'tatalilerearrier rotatably supporting the gear in cooperation with the driving-wheel and the driven-wheel, the carrier having a controllable adjustable controlling device vmounted thereon for co-acting with and gear connected therewith having adjustably operable controlling means cooperating with the gear frame and partially controlled thereby to regulate the rate of rotation of the controlling gear.

13. Transmission and controlling gearing including a controllable reversing trans mission gearing, two series of movable means adapted for controlling the transmission gearing and direction of motion stopping therelative rotation of the controlling gear, and controllable gears rotatably mounted on the gear frame in engagement With the driving-wheel and the driven-wheel and also with the controlling gear.

15. Transmission gearing including a dr1v1ngwheel, a driven-wheel, a rotatable 'gearframehaving a controllable gear and .a controlllng gear rotatably mounted thereon, the controllable gear having engagement with the dr1v1ng-wheel and the driven-wheel and also with the controlling gear, graduatedly-controlled means for directly controlling the rotation of the gear frame, and means cooperating with and partially controlled graduatedly by the gear frame for graduatedly controlling the rotation of the controlling gear.

16. Transmission and controlling gearing including reversing transmission gearing, an operative primary controller, two series of movable means for controlling the gearing and direction of motion transmitted, the two series of means being connected with the primary controller for movement and con trol thereof, a movable secondary controller, and means enabling the secondary controller to controllably move one of the two series of movable means.

17 Transmission gearing including a driving-wheel, a driven-wheel, a rotatable gear frame having a friction-contact device ailjustably mounted thereon, a controllable gear rotatable on the gear frame in connection with the driving-wheel and the drivenwheel, a controlling gear rotatable on the gear frame in connection with the controllable gear and having a friction-contact face, and means for adjusting the friction-con tact device to the friction-contact face.

18. Transmission and controlling geai Q including reversing transmission gearing an operative primary controller, two series of operative means for controlling the gearing and direction of motion transmitted, the two series of means having controlling means controlled by the primary, controller, and a secondary controller provided with means for controllably' operating one of the two .series of operative means independently of the operation of the primary controller.

19., Transmission and controlling gearing including. reversing transmission gearing, an operative primary controller, two series of movable means for controlling the gearing and direction of motion, transmitted,

a movable shifting-link controlledby the vprimary controller and having SllCllIlgCOIlnection with the two series of movable means,

7 and a movable secondary controller provided 7 the larger portion of the controllable gear having connection with the driving-wheel and the controlling gearfthe smaller portion of the controllable gear havingjconnection with the driven-wheel,- andgraduatedlyadjustable means operable for adjustably connectingthe controlling gear to the gear frame; r

i 21. Transmission gearing including a driving-wheel, a driven-wheel, a rotatable gear' frame having a controlling gear ro tatablymounted thereon, the gear having a friction-contactface, a controllable gear rotatable onthe gear frame and having constant connection with the controlling gear and also with the driving-wheel and the driven-wheel, a" plurality of controllable levers mounted on thegear frame, contact shoes connected'to the levers respectively to act on the friction-contact face of the controlling gear, and means for controlling the levers/ 22. Transmission and controllinggearing including a driving-shaft, a driven-shaft, reversing transmission gearing including a train of gears constantly connected with the driving-shaft and the driven-shaft, adjustable controlling means for enabling the transmission gearing to ope'rate'to transmit .motion from the driving-shaft to the drivens'haft, a primary controller and a secondary controller operable independently each of the other, and connecting means enabling'the primary controller to adjust the adjustable controlling means and the 's'econdary'controller 'to read ust the controlling means.

- Transmission gearing including a driving-wheel, a (l11x91l-\'l18l4 gear frame, 1 r 1 v ano. a controlling gear, all rotatable ano. haying a common 'axis'of rotation, controllable gears rotatable on the gear frame and having constant connection with the controlling gear and also with the driving-wheel and the driven-wheel, controlling means having coiiperation with the gear frame and the controlling gear to stop rotation of the gear relatively to the frame, a controllable movable .device'for gradually adjusting the controlling means, a controllable movable device for controlling or stopping rotation of the gear frame, and means for synchronously controlling the movable devices. j

2%. In transmission gearing, the combination of a driving-shaft, a driven-shaft in alinement with the driving-shaft, an internal gear wheel secured to the drivenshaft, a gear frame rotatable on the driving-shaft, an external'gear wheel secured to the drivingshaft, a controllable gear rotatable on the gear frame and engaging the external gear wheel and the internal gear wheel, a controlling gear rotatable about the axis of rotation of the gear frame and engaging the controllable gear, the controlling gear having a friction-contzict face, a plurality of levers hinged tothe gear frame, a plurality of shoes pivoted to the levers to be forced inwardly to said contact face, arii an adjuster head 'movably mounted on the driven-shaft and adapted to controllably move the levers inwardly to forcibly move the shoes.

25. In transmission and controlling gearing,'the combination of a drivingsliaft, a

driven-shaft, controllable reversing trans mission gearing for connecting the drivenshaft with the driving-shaft, a supported tumbling-shaft having a camlike shifting link and also an operating arm thereon, two series of controlling means for the gearing having operativeconnection with the shifting-link, a pivoted prime controller provided with a device having an inclined slot thereinra rod pivoted to the operatingarm of the tumbling-shaft and provided with a wristpin arranged in. said slot, a pivotally i supported foot-lever provided with an arm,

and a lifting-link connected with the arm of the foot lever and also with the wrist-pin, and means for stationarily holdingthe prime controller. i i

26. In transmission and controlling gearing, the combination. of a driving-shaft, a. driven-shaft. adjustable drive gearing for connecting the driven-shaft withthe driving-shaft, a prime controller for the-drive gearing movable to and fro and having a mid-position in which to disconnect the drive gearing operatively from the driven shaft, operable connecting and controlling means adapted to enable the prime controller on movement from its mid-position to adjust the drive gearing to operatively connect the drive gearing with. the driven-shaft and a movable secondary controllen for o pcrating the connecting and controlling means to readjust the drive gearing for 0peratively disconnecting the gearing from the driven-shaft.

27. In transmission and controlling gearing, the combination of a driving-wheel, a driven-wheel, a rotatable gear frame, a controllable gear rotatably mounted on the gear frame and connected. with the driving-wheel and the driven-wheel, a controlling gear ro tatably supported and connected. with the controllable gear, and a plurality of series of operable controlling "means to operate respectively in cooperation with the controh ling gear and the gear frame for either increasing or decreasing the rotary speed of the gear frame, with means having relatively sliding connections with the plurality of series of controlling means for separate synchronous operation thereof.

28. In transmission gearing, the combination with a rotatable driving-gear, a rota table driveirgear, and a controllable connecting-gear, of a gear frame having an axis of rotation coinciding with the axis of rotation of the driving-gear and rotatably supporting the connecting-gear in engagement with the driving-gear andthe driven-gear, the gear frame being provided with an annular guide, an annular controlling gear rotatably mounted on the guide and engaging the connecting-gear, the controlling gear having a friction-contact face, and a retarding device adjustably mounted on the gear frame to operate on the friction-contact face.

29. In transmission gearing, the combination of a driving-wheel, a driven-wheel, a rotatable gear frame, and a controllable gear rotatable on the gear frame and having two gear portions differing diametrically, the portion of greater diameter engaging the driving wheel and the portion of lesser diameter engaging the driven-wheel, and a 'eontrolling'gear supported to rotate about the axis of rotation of the gear frame and having constant engagement with the larger portion of the controllable gear, with means adjustably mounted on the gear frame for gradually controlling or stopping rotation of the controlling gear relatively to the gear frame. 7

30. In transmission gearing, the combination with a toothed driving-wheel, a toothed driven-wheel, a gear frame rotatably guided adjacent to the driving-wheel. and a toothed controllable. gear rotatable on the gear frame in engagement with the drivingwheel and the driven-wheel, of a toothed controlling gear having an of rotation coinciding with the axis of rotation of the gear frame and engaging the controllable gear, and friction-contact controlling means for the controlling gearadjustably mounted on and cooperating with the gear frame to graduatedly increase :rate of rotation or to thereon, a prime controller for the driving gearing movable operatively to and fro and provided with an arm to engage the cam projection for operating the pull-rod on movement of the prime controller to mi'd-.

position. 7

32. In transmission gearing, the combination of a driving-wheel, a driven-wheel, a rotatable gear frame, a controllable gear rotatably mounted on the gear frame in connection with the driving-wheel and the driven-wheel, means adjustably cooperating graduatedly with the gear frame and including a gear havingconstant engagement with thecontrollable gear for increasing the rotary speed of the gear frame relatively to the driving-wheel, and means fordecreasing the rotary speed of the gear frame rela tively to the driving-wheel.

33. In transmission gearing, the combination of a driving-wheel, a driven-wheel, a rotatable gear frame, and a controllable gear rotatable -on thegear frame in engage ment with the driving-wheel and the drivenwheel, with a controlling gear rotatably supported on the gear frame and having constant engagement with the controllable gear, and means for gradually in creasing the rate of rotation of the controlling gear on the gear frame.

34. In transmission gearing, thecombina tion of a gear case to hold a lubricant, a driving-shaft and a driven-shaft rotatably supported by the gear case, transmission gearing including a gear frame rotatable in the gear case for connecting the driven-shaft with the driving-shaft, and a cylindrical casing secured to the gear frame and encircling the transmission gearing. V

In transmission gearing, the combination with a driving-wheel, a drivenav'heel, a rotatable gear frame, and a controllable gear rotatable on the gear frame in engagement with the driving-wheel and the driven-wheel. of a controlling gear rotatably supported and having constant connection. with the controllable gear, and means for engagement with the controlling gear to control and increase its rate of rotation relatively to the gear frame.

7 36. In transmission gearing, the combination of a rotatable driven-wheel, a rotatable gear frame, a driving-wheel rotatably arranged between the driven-wheel and the gear frame, a controllable gear rotatable on the gear frame inengagement with the driving-wheel and the driven-wheel, and controlling means adj ustably carried by the gear frame and including a controlling gear constantly engaging the controllable gear to increase and control the rate of rotation of the controlling gear.

37. In transmission gearing, the combination with a driving-shaft, a driven-wheel, a driving-wheel secured to the driving-shaft, a gear frame rotatable on the driving-shaft and having a peripheral friction-contact face, and gears rotatable on the gear frame and connected with the driving-wheel and the driven-wheel, of a non-continuous band encircling said face, a plurality of shoes secured to the inner side of the band to be brought intocontact with said face, and means for diametrically contracting or eX- panding the band.

38. In transmission gearing, the combination with a driving-shaft, a driven-shaft, a drivingwheel secured to the driving-shaft, a gear frame rotatable on the driving-shaft, a driven-wheel secured to thedriven-shaft, controllable gears rotatable on the gear frame and engaging the driving-wheel and the driven-wheel, and means for controlling the controllable gears having levers pivotally connected to the gear frame, of an adj uster head slidingly mounted on the drivenshaft and having a hollow conical flange engaging the outer sides of the ends of said levers, and an elastic ring seated in the inner sides of said levers and holding the levers to said flange. 1 1

39. In reversing transmission gearing, the combination with a driving-shaft, a drivenshaft, and transmission gearing having two series of controllable elements for connecting the driven-shaft with the driving-shaft, of two series of controlling means for the elements respectively and having two shafts arranged rotatively at right angles each to the other, two operating arms secured tothe shafts respectively and having each a wristpin thereon, and a controlled connecting device movably supported and having two faces at right angles each to the other, one of the faces having a cam-groove therein receiving and controlling the wrist-pin of one of said arms, the remaining face having a cam-groove therein receiving and controlling the wrist-pin of the remaining one of said arms.

40. In reversing transmission gearing, the combination of a' driving-shaft, a drivenshaft, reversing mechanism for operatively connecting the driven-shaft with the driving-shaft, two series of controlling devices for the mechanism to effect forward motion drive and reverse motion drive respectively, one of the series of devices including a shaft rotatively arranged transversely of the driven-shaft and having an operating arm thereon, the other of the series of devices in cluding a shaft rotatively arranged parallel to the driven-shaft and having an operating arm thereon, and connecting means movably supported and having sliding connection with the operating arms of the two shafts and adapted to move and control the arms synchronously.

41. In transmission gearing, the combination of a driving-shaft, a -driven-shaft, a driven-wheel secured to the driven-shaft, a gear frame rotatably mounted on the driving-shaft, a driving-wheel secured to the driving-shaft, controllable gears rotatable on the gear frame and engaging the drivingwheel and the driven-wheel, a controlling gear rotatable on the gear frame and engaging the controllable gears, the controlling gear having a peripheral friction-contact face, a plurality of pairs of guides rigid on the gear frame and projecting partially across said face, a plurality of shoes arranged adjacent to said face, each shoe between the guides of each pair, levers pivotally connected with the shoes respectively and hinged to the gear frame, and means for operating the levers to force the shoes to said face.

In testimony whereof, I affix my signature in presence of two witnesses.

ELLIS T. SILVIUS.

Witnesses:

O. S. WHITEMAN, I. C. WASKOM. 

